WO1993000504A1 - Moteur a combustion interne a allumage par compression du type a injection directe - Google Patents

Moteur a combustion interne a allumage par compression du type a injection directe Download PDF

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Publication number
WO1993000504A1
WO1993000504A1 PCT/JP1992/000777 JP9200777W WO9300504A1 WO 1993000504 A1 WO1993000504 A1 WO 1993000504A1 JP 9200777 W JP9200777 W JP 9200777W WO 9300504 A1 WO9300504 A1 WO 9300504A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
cavity
internal combustion
ignition internal
combustion engine
Prior art date
Application number
PCT/JP1992/000777
Other languages
English (en)
Japanese (ja)
Inventor
Shigeru Onishi
Original Assignee
Nippon Clean Engine Research Institute Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nippon Clean Engine Research Institute Co., Ltd. filed Critical Nippon Clean Engine Research Institute Co., Ltd.
Priority to EP92912876A priority Critical patent/EP0544920B1/fr
Priority to US07/978,681 priority patent/US5357924A/en
Priority to RU9293033874A priority patent/RU2082012C1/ru
Priority to DE69214605T priority patent/DE69214605T2/de
Publication of WO1993000504A1 publication Critical patent/WO1993000504A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0636—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space having a substantially flat and horizontal bottom
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0648—Means or methods to improve the spray dispersion, evaporation or ignition
    • F02B23/0651—Means or methods to improve the spray dispersion, evaporation or ignition the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/40—Squish effect
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
    • F02B23/0621—Squish flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel with the cylinder axis
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a direct injection compression ignition internal combustion engine. Background technology
  • a collision surface is formed in the center of the cavity formed on the top surface of the piston, and the fuel injected from the fuel injection valve collides with the collision surface, and the colliding fuel flows from the collision surface to the periphery in the cavity.
  • An internal combustion engine in which the fuel is scattered and then ignited by a spark plug or a glove lug has already been filed by the present applicant (see JP-A-63-120815). In this internal combustion engine, the fuel is ignited using a spark plug or a glow plug.However, in a later study, if a method of forming a fuel spray utilizing such a collision action is applied to a compression ignition internal combustion engine, ignition will occur.
  • the cavity formed on the top of the Has sufficient capacity to burn all injected fines, and if all the air in the cavity is available for combustion, substantially all injected fuel is used as described above. Good combustion can be obtained even if it is made to burn in the cavity of the piston.
  • the injected fuel in order to use all the air in the cavity for combustion, the injected fuel must be uniformly dispersed throughout the cavity.
  • it is difficult to uniformly disperse the injected fuel throughout the cavity not only with a general compression ignition internal combustion engine, but also with a compression ignition internal combustion engine that causes the injected fuel to strike the collision surface. Therefore, if substantially all of the injected fuel is burned in the cavity of the piston, there is a problem that a large amount of unburned HC ⁇ smoke is generated due to insufficient air utilization. Disclosure of the invention
  • An object of the present invention is to provide a compression ignition internal burner Min capable of greatly increasing the thermal efficiency while significantly suppressing the generation of harmful components ⁇ smoke using a novel combustion method.
  • the cavity is formed on the piston top surface
  • the fuel injection valve is arranged on the inner wall surface of the cylinder head above the center of the cavity
  • the collision surface is provided below the fuel injection valve.
  • a direct injection compression ignition internal combustion engine ⁇ ⁇ in which a fuel injection valve is provided and the fuel injected from the fuel injection valve collides with the collision surface so that the injected fuel scatters from the collision surface in the radial direction of the cavity.
  • Initial combustion with the injection start timing set near the compression top dead center
  • Direct-injection compression in which the combustion is carried out inside the cavity and the remaining large part of the combustion following the initial combustion is carried out between the top surface of the piston around the cavity and the inner wall of the cylinder head.
  • An ignition internal combustion engine is provided.
  • FIG. 1 is a cross-sectional side view of a direct injection compression ignition internal combustion engine
  • Fig. 2 is a plan view of a piston
  • Fig. 3 is a bottom view of a cylinder head
  • Fig. 4 is a top view of a tip of a fuel injection valve.
  • FIG. 5 is a cross-sectional view taken along the line V-V in FIG. 4
  • FIG. 6 is a view showing fuel injection timing
  • FIG. 7 is a side cross-sectional view of the internal combustion engine immediately after the start of fuel injection
  • FIG. 8 is a side cross-sectional view of the internal combustion engine immediately before the completion of fuel injection
  • FIG. 9 is a plan view of a biston cavity showing a spray pattern
  • FIG. 10 is another embodiment of a direct injection compression ignition internal combustion engine.
  • FIG. 11 is a side sectional view of a general direct injection compression ignition internal combustion engine
  • FIG. 12 is a plan view of the piston shown in FIG. 11. Best form for
  • 1 is a cylinder block
  • 2 is a piston reciprocating in cylinder block 1
  • 3 is a cylinder clamped on cylinder block 1.
  • a head 4 is a combustion chamber formed between the piston 2 and the cylinder head 3
  • a pair 5 is a pair of intake valves
  • a pair 6 is a pair of exhaust valves.
  • a cavity 7 is formed at the center of the flat top surface 2a of the piston 2, and a lip 8 protruding inward is formed above the peripheral wall of the cavity 7.
  • the lip portion 8 forms a cavity upper opening 9 having a cross-sectional area smaller than the cross-section area of the cavity ⁇ c.
  • the c- shaped contour shape is formed around the periphery of the cavity upper opening 9 at equal angular intervals.
  • the recess 10 is formed.
  • a support member 11 projecting upward is formed at the center of the bottom wall surface of the cavity 7, and a collision member 12 is formed at the top of the support member 11.
  • a substantially flat collision surface 13 is formed on the top surface of the collision member 12.
  • a second cavity 14 is formed at the center of the flat inner wall surface 3a of the cylinder head 3 so as to cover the entire upper opening 9 of the cavity ⁇ , and a second cavity 14 above the collision surface 13 is formed.
  • a fuel injection valve 15 is disposed at the center of the cavity 14.
  • the fuel injection valve 15 has a cylindrical nozzle 16 and a nozzle port 16 which controls opening and closing. 7 is provided.
  • the needle 17 is formed coaxially with the nozzle hole 16 and has a tip 18 slightly smaller in diameter than the nozzle hole 16, and has an equal angular interval on the outer peripheral surface of the tip 18. Thus, a notch 19 consisting of four flat surfaces is formed.
  • the fuel reservoir 21 formed around the pressure receiving surface 20 of the needle 17 is connected to a plurality of fuel supply passages 22 arranged point-symmetrically with respect to the axis of the needle 1.
  • the high-pressure fuel discharged from the fuel pump (not shown) is supplied to the fuel reservoir 21 via each fuel supply passage 22, and when the fuel pressure in the fuel reservoir 21 exceeds a certain pressure, the needle 1 7 rises and fuel is injected from nozzle hole 16 You.
  • Fuel injection is performed from the fuel injection valve 15 toward the center of the collision surface 13, and the actual injection timing of this fuel injection is shown in FIG.
  • 0 S indicates the injection start timing
  • E indicates the injection completion timing.
  • the horizontal axis indicates the mechanical load.
  • the injection start timing 0 S is advanced as the engine load increases, and when the engine load increases, fuel injection starts slightly before the compression top dead center TDC.
  • the injection period after the compression top dead center TDC is much longer than the injection period before the compression top dead center TDC. The ability to burn after TDC.
  • FIG. 7 shows a state immediately after the fuel injection is started
  • FIG. 8 shows a state immediately before the fuel injection is completed
  • FIG. 9 shows how the fuel colliding with the collision surface 13 is diffused.
  • the first fuel to be ignited is the atomized fuel gathered around the collision surface 13, so that the ignition of the fuel starts from the center of the cavity 7.
  • the ignition flame propagates from around the collision surface 13 toward the periphery of the cavity 7, and the initial combustion in the cavity 7 is performed.
  • this initial combustion occurs after the compression top dead center TDC, and during high engine load operation, this initial flaking occurs near the compression top dead center TDC.
  • the fuel spray G and the igniting flame colliding with the collision surface 13 and scattered in all directions are sequentially guided into the squish area 23 by the burned gas and air flowing from the cavity 7 to the squish area 23. Then, the fuel spray G sent into the squish area 23 is sequentially burned in the squish area 23.
  • the injected fuel can be satisfactorily burned after the compression top dead center TDC as described above.
  • the injected fuel collides with the collision surface 13 so that the finely divided fuel is scattered in all directions from the collision surface 13 and is burned in the squish area 23.
  • most of the fuel injected sequentially when the reverse squish flow R occurs is sequentially squashed.
  • the fuel injected into the squish area 3 and sequentially injected at this time is relatively uniformly dispersed over the entire area of the squish area 23.
  • the fuel may collide with the collision surface 13 in the form of a continuous liquid rest, or may split after the injection and collide with the collision surface 13 in the form of a lump of liquid.
  • the injected fuel is made to be atomized by colliding with the collision surface 13, so it is necessary to cause the injected fuel to collide with the collision surface 13 at as high a speed as possible.
  • the fuel is injected from the fuel injection valve 15 in the form of a continuous liquid flow.
  • the fuel injected in the form of the continuous liquid flow has a large penetration force, it is hardly decelerated until it collides with the collision surface 13, and thus the fuel injection pressure of the fuel injected from the fuel injection valve 15 Even if the pressure is as low as about 100 kg / cm 2 to about 15 O kg / cm, the injected fuel can collide with the collision surface 13 at high speed. As a result, the colliding fuel is scattered in all directions from the collision surface 13, and thus most of the fuel can be satisfactorily burned in the squish area 23 after the compression top dead center TDC.
  • the ignition delay period is shortened, and the first ignition is performed in the center of the cavity 7 around the collision surface 13.
  • the fuel spray G spreads in all directions and diffuses into the squish area 23.
  • the fuel spray G spreads while being dispersed in the air.
  • the flame spreads while dispersing in the air and propagates following the fuel spray G, so that the fuel spray G in the squish area 23 has sufficient air around each fuel particle. In fire Thus, good combustion without unburned HC is generated, and no unburned HC is generated.
  • burnt gas is contained in the gas flowing from the inside of the cavity 7 into the squish area 23, and this burned gas is in the internal EGR against the late flaking in the squish area 23. Therefore, since the combustion speed is appropriately suppressed, the maximum combustion temperature is lowered, and thus the generation of ⁇ ⁇ ⁇ is suppressed.
  • This is the basic combustion method of the present invention.
  • Figs. 11 and 12 show that the fuel injection valve a has four hole nozzles, and that the fuel F is injected from each hole nozzle toward the inner peripheral wall of the cavity c of the piston b.
  • Compression ignition internal combustion engine ⁇ ⁇ is shown.
  • a swirl as shown by an arrow S in FIG. 12 is generated in the cavity c, and the swirl S causes the injected fuel F to diffuse into the cavity c.
  • the present invention initially fires in cavity 7 Using a new combustion method that performs most of the combustion in the skid area 23 after compression top dead center TDC, breaks through the wall of thermal efficiency that could not be broken through with a general compression ignition internal combustion engine At the same time, it is possible to greatly reduce the amount of non-HC, N ⁇ , smoke, etc., which could not be reduced below a certain limit with a general compression ignition internal flint engine. The effect of this new combustion method can be said to be extremely large. As can be seen from FIG. 6, in the embodiment according to the present invention, during the low load operation of the engine, the fuel injection is started after the compression top dead center TDC, so that the initial combustion in the cavity and the late combustion in the clutch area 23 are performed.
  • the fuel injection start timing 6 S is advanced at the time of the engine high load operation as compared with the engine low load operation, and thus the amount of the fuel burned in the cavity II is increased. If the amount of shadows burned in the cavity 7 is increased, the expansion action of the gas due to the initial combustion in the cavity 7 becomes stronger, and therefore, even if the injection period becomes longer during high-load operation of the machine 7, the cavity 7 The strong expansion of the gas allows the air in the cavity 7 to be satisfactorily sent into the squish area 23.
  • the amount of fuel burned in the cavity 7 is increased, the amount of burned gas generated in the cavity 7 by the initial combustion increases, and accordingly, the amount of burned gas sent into the squish area 23 is increased. Also increase. Therefore, during high-load operation, the fuel injection amount increases, and even if the heat generation increases, the internal E Since the GR action is strengthened, the generation of NO x is suppressed.
  • the fuel injection start timing S is advanced, the amount of fuel combusted in the cavity 7 increases, so that the initial combustion in the cavity 7 and the late combustion in the squish area 23 are increased.
  • the fuel injection start timing ⁇ S is determined in consideration of the thermal efficiency and the amount of harmful components generated.In some cases, it is preferable to start the fuel injection after the compression top dead center TDC even during high engine load operation. It is possible. Either way, most of the fuel will still be burned in the skiier area 23.
  • a second cavity 14 is formed at the center of the wall 3a.
  • the air in the second cavity 14 flows into the squish area 23 as shown by an arrow X in FIG. Therefore, a large amount of air is supplied into the squish area 23. As a result, better late combustion in the skil area 23 is obtained. Will be.
  • Another important point in the present invention is that the fuel colliding with the collision surface 13 is dispersed throughout the cavity 7 and the first ignition is performed in the center of the cavity 7. It is preferable to use a fuel injection valve 15 as shown in FIG. In other words, when the needle 17 which was able to see the notch 19 as shown in FIGS. 4 and 5 was used, the fuel ejected from the nozzle hole 16 was separated into four main jets, and as a result As shown in the figure, the fuel colliding with the collision surface 13 spreads westward symmetrically with the same spray pattern.
  • a large number of 10 concave portions are formed in the rib portion 8.
  • the gas passing through the throttle portion 9 is strongly disturbed by the concave portions 10.
  • the outer peripheral wall surface of the collision member 12 expands upward in order to minimize the flow velocity of the gas flowing out of the throttle section 9 as far as possible. It is formed from
  • FIG. 10 shows another embodiment.
  • a fuel injection valve holder 24 is fitted in a cylinder head 3, and a fuel injection valve 15 is supported in the fuel injection valve holder 24.
  • a collision member 12 having a collision surface 13 is supported by a fuel injector holder 24 via a support member 25.
  • the collision surface 13 is located in the cavity 7.
  • liquid fuels such as methanol, kerosene, heavy oil, various kinds of synthetic fuels, and vegetable oils can be used.
  • any of the embodiments it is not necessary to generate swirl in the combustion chamber 4, so that the air supply resistance is small, and thus high air supply efficiency can be obtained. Furthermore the extremely shortened ignition delay as described above in any of the embodiments, the pressure rise rate and the maximum combustion temperature Ru is suppressed combustion noise decreases, the amount of the NO x is because Shi was reduced by a large margin. In addition, since the air utilization rate is increased, the generation of smoke is suppressed. Furthermore, since the injected fuel does not adhere to the inner wall surface of the combustion chamber 4, the amount of unburned HC generated is greatly reduced. Further, occurs amount of CO z in the thermal efficiency is improved is made to reduce the overall. It is necessary to further increase the fuel injection pressure There is also the advantage that there is no.

Abstract

Dans ce moteur, une surface de collision (13) est formée dans une cavité (7) ménagée dans la surface supérieure d'un piston (2), et le carburant est injecté à partir d'une soupape d'injection (15) vers la surface de collision (13) sous forme d'un flux continu de fluide. On fixe un temps de début d'injection de carburant aux alentours du point mort haut de compression, de manière à effectuer une combustion initiale dans la cavité (7). Après la collision contre la surface (13), le carburant est amené dans une zone d'écrasement (23) par un flux d'écrasement inverse se produisant lorsque le piston (2) descend après avoir atteint le point mort haut de compression. La majeure partie de la combustion suivant la combustion initiale s'effectue dans la zone d'écrasement (23) après que le piston a atteint le point mort haut de compression.
PCT/JP1992/000777 1991-06-21 1992-06-18 Moteur a combustion interne a allumage par compression du type a injection directe WO1993000504A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP92912876A EP0544920B1 (fr) 1991-06-21 1992-06-18 Moteur a combustion interne a allumage par compression du type a injection directe
US07/978,681 US5357924A (en) 1991-06-21 1992-06-18 Direct-injection type compression-ignition internal combustion engine
RU9293033874A RU2082012C1 (ru) 1991-06-21 1992-06-18 Двигатель внутреннего сгорания с воспламенением от сжатия и непосредственным впрыском
DE69214605T DE69214605T2 (de) 1991-06-21 1992-06-18 Brennkraftmaschine mit verdichtungszündung und direkter einspritzung

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP3/247156 1991-06-21
JP24715691 1991-06-21
JP3/230271 1991-09-10
JP23027191 1991-09-10

Publications (1)

Publication Number Publication Date
WO1993000504A1 true WO1993000504A1 (fr) 1993-01-07

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP1992/000777 WO1993000504A1 (fr) 1991-06-21 1992-06-18 Moteur a combustion interne a allumage par compression du type a injection directe

Country Status (8)

Country Link
US (1) US5357924A (fr)
EP (1) EP0544920B1 (fr)
CN (1) CN1024832C (fr)
AU (1) AU2000192A (fr)
CA (1) CA2088786C (fr)
DE (1) DE69214605T2 (fr)
RU (1) RU2082012C1 (fr)
WO (1) WO1993000504A1 (fr)

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JP3751462B2 (ja) * 1998-03-27 2006-03-01 株式会社豊田中央研究所 直接噴射式ディーゼル機関
US6386175B2 (en) 1999-03-05 2002-05-14 Ford Global Technologies, Inc. Fuel injection
JP2000274286A (ja) * 1999-03-19 2000-10-03 Nissan Motor Co Ltd 直噴式ディーゼルエンジン
US6598584B2 (en) 2001-02-23 2003-07-29 Clean Air Partners, Inc. Gas-fueled, compression ignition engine with maximized pilot ignition intensity
CA2406209C (fr) * 2002-10-02 2007-04-17 Westport Research Inc. Configuration geometrique d'une chambre de combustion a injection directe
US6892693B2 (en) * 2003-02-12 2005-05-17 Bombardier Recreational Products, Inc. Piston for spark-ignited direct fuel injection engine
US6945219B2 (en) * 2004-02-09 2005-09-20 Bombardier Recreational Products Inc. Dual zone combustion chamber
JP3979416B2 (ja) * 2004-10-01 2007-09-19 いすゞ自動車株式会社 ディーゼルエンジン
FR2885391A1 (fr) * 2005-05-09 2006-11-10 Renault Sas Moteur a combustion interne de vehicule automobile a injection directe, notamment de type diesel
FR2886982A1 (fr) * 2005-06-09 2006-12-15 Renault Sas Piston pour moteur a injection directe
US20080098983A1 (en) * 2006-10-26 2008-05-01 Bailey Brett M Cool combustion emissions solution for auto-igniting internal combustion engine
US20080314363A1 (en) * 2007-06-19 2008-12-25 Caterpillar Inc. Actuated cool combustion emissions solution for auto-igniting internal combustion engine
US9279361B2 (en) 2010-04-20 2016-03-08 Southwest Research Institute Piston bowl with spray jet targets
US8459229B2 (en) 2010-04-20 2013-06-11 Southwest Research Institute Piston bowl with spray jet targets
US8555854B2 (en) * 2010-04-26 2013-10-15 Southwest Research Institute Piston bowl with deflecting features
US8677974B2 (en) 2010-05-04 2014-03-25 Southwest Research Institute Piston bowl with flat bottom
JPWO2018096592A1 (ja) * 2016-11-22 2019-10-17 マツダ株式会社 ディーゼルエンジン
JP6477750B2 (ja) * 2017-03-10 2019-03-06 マツダ株式会社 ディーゼルエンジン

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EP0544920A4 (fr) 1994-04-06
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US5357924A (en) 1994-10-25
CN1068170A (zh) 1993-01-20
CA2088786C (fr) 1998-05-05
CN1024832C (zh) 1994-06-01
CA2088786A1 (fr) 1992-12-22
EP0544920A1 (fr) 1993-06-09
RU2082012C1 (ru) 1997-06-20
EP0544920B1 (fr) 1996-10-16
AU2000192A (en) 1993-01-25

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